Electrical control device



Sept. 14, 1937. w. N. DlcKlNsoN 2,093,074

I A ELECTRICAL CONTROL DEVICE Filed Jan.' l5, 1934 4 Sheets-Sheet 1 Sept. 14, 1937.

Inspecror's Sag.

W. N. DICKINSON ELECTRICAL CONTROL DEVICE Filed Jan. 15, 1934 Gore 4 SheeCs--Sheei'l 2 ATTORNEY w. N. DlcKlNsoN ELECTRICAL CONTROL DEVICE sept. 14, 1937.

Filed Jan. 15, 1954 4 Sheets-Sheet 3 sept.r 14, 1937. w. N. DICKINSON 2,093,074

ELECTRICAL CONTROL DEVICEl 1:/ f7 P//a ra cfa I m/ Patented Sept.` 14, 1937 UNITED STATES PATENT OFFICE 2,l93,0'l4 ELECTRICAL CONTROL DEVICE William Noble Dickinson, Rockville Centre, N. Y. Application January 15, 1934, Serial No. 706,759

21 claims,

My invention relates to a means for controlling the operation of various types of apparatus or remotely controlled mechanism, including industrial plant operation, but more particularly relates to a completely automatic elevator with selective accumulative'control.

'I'he principal object of the invention is to provide a controlling element whichis adapted to be coupled with a system'of relays and the like in an electrical circuit to take complete control ol' any system wherein a series of pre-determined operations are to be performed, and to do same in a precise and extremely accurate manner.

An automatic elevator of the single push, 'two button accumulative, selective type haslbeen chosen as one example of a system to be controlled, because of the complex and complicated problems involved, but it is to be understood that the controlling system as a whole is adaptable for use in any capacity which comes within the scope of vthe appended claims.

I The controller used according to my invention to control the above, briey stated, generally comprises an electrical circuit arranging device which is adapted to be moved periodically by the movement of the car on approaching each floor, and has a number of contact and insulating surfaces thereon which are engageable by contact lingers, the lingers being electrically connected with a series of electro-magnets, switches or contacts, including the motive power and signal members, in such manner that upon each movement of the circuit arranging device, a new combination of circuits is set up to perform a required number of pre-determined control functions at the required time. The circuit arranging device may be termed as the heart or might even be termed the brain power of the entire control system. It further provides a direct 1:1 ratio ofl control, and uniform exactness in comparison with a multiple geared ratio between the movement of the car a'nd action of a contact means. now commonly in use which latter multiplies inaccuracles. 'Ihe periodic or step-by-step movement of the circuit arranging device as compared with the continuous action commonly employed, further results in compactness in size and increased life due to reduction in wear.

By way of example, a comparison will now be made between an elevator control system in common use and a system according to this invention. Let us assume that an apartment house having six floors and a basement has an elevator of one of the commonly known types in which a sprocket chain runs the length of the hoistway and rotates series of members, each of which is adapted to be thrown into a contact position to energize a iioor magnet, then through a multiplicity of other magnets, the whole control of the system ls accomplished. Let us assume that the movement of the contact making members of the types in common use is reduced by a ratio of 1:30 with relation to the movement of the sprocket chainor car; therefore any inaccuracies due to wear of parts, backlash of gearing, arcing of contacts or stretch of the chain will cause the accumulated difference to be multiplied by thirty in the eiiect of the manipulation of the contact making members with respect to the position of the car. Even so small an accumulated diierence as one-sixteenth of an inch at the contact members results in a difference of almost two inches in the level at which the car is brought to rest.

With the structure according to my invention, a small compact rotatable cylinder is intermittently rotated a distance of about one-fourth of an inch at each step of rotation by means of a pawl and ratchet movement actuated through an electro-magnetic means energized directly through the contacting of a switch arm on' the car with an obstruction at each oor in the hoistway. The movement of the cylinder therefore is in a direct relation with the movement of the car and there will be no change in the accurate movement thereof since the actuating movement is provided by an electro-magnet which repeats the same stroke at every impulse, and further, there is no appreciable wear on the cylinder contacts and their associated stationary contacting ngers, as the cylinder moves only a short ,distance at each impulse of the electro-magnet. These impulses are related to the positions for which stops are required, and not to the distance traveled by the car. Hence, for an express elevator which does not serve a. number of intervenlng floors, there need be only one impulse to provide for the stop at the floor succeeding such no-service intervening floors. The selective and accumulative features in my device provide for accurate control of the car to cause same to serve the 'furthest call registered in the particular direction of car travel before reversing its direction of travel, which thereby provides a more satisfactory elevator service and reduces unnecessary mileage. The location of the controller furthermore may be in a position entirely independent of the location of the hoistway or elevator machinery, whereas those commonly known require a location in such position as will permit lil direct mechanical connection w1th some movm ing part of the elevator equipment.

I will describe the system in its relation to an alternating current completely automatic electric elevator in which the heavy operating machinery and controller are remotely located in either the roof-house or basement. The car travels up and down a hoistway, and various nter-related mechanical and electrical devices are located in the hoistway, on the movable car and at the various landings. The general requirements for automatic elevator operation are safe, smooth, quiet, reliable automatic functioning in response to initiative action by any person with or without judgment or functional knowledge, at any landing or in the car. More speciiically, with my invention a cumulatively selective system for control of calls is provided, for automatically determining the direction of travel oi the far in response to an initial call and i'or serving a mattim plicity of calls without confusion or unnecessary travel, an'd Without false stops, in such sequence as will best meet the convenience of users and the demands of efcient service. Provision is made for stopping within limits, for emergency stopping from thecar or stopping in the event of over-speeding, blowing of fuses or changes in alternating current phase relations, and for the self-closing of landing doors and the automatic opening and closing oi the car gate; alsoy landings and in for some visual indication at the the car when the 'car is in use. The location o the controller is entirely independent ci the location of the hoistway or ofthe elevator machinery.`

Referring to the drawings, in which like nurnbers refer to like parts,

Fig. l is a iront elevational view of a circuit arranging device with electro-magnetic means for operation;

Fig. 2 is an end view of Fig. i;

Fig. 3 is a plan View oi the electro-magnet portion of the device;

Fig. i shows the cylindrical surface o the circuit arranging cylinder developed on a plane suriace, together with the `interior electrical ccnnections between the several parts. The lines A-B and C--D represent the contacting lines ol stationary contacting fingers resting on the cylinder in onenormal position of the Fig. 5 and 5a is a wiring diagram showing the electrical connections between all inter-related parts;

Fi'g. 6 is a detail view o the construction of one of the lingers which engage the surface of the circuit arranging device at X drum;

Fig. 7 is a diagrammatic view showing a modified arrangement of plied to a plane surface instead of a cylindrical surface. y

Fig. 8 shows diagrammatically thegeneral arrangement of an elevator machine, car and related parts.

Fig. 9 is a side view o Fig. 8.

Fig. 10 shows two methods of employing photocells in conjunction with opaque tapes provided with windows; it being assumed that one car is beyond the other car.

Fig. l1 is a diagrammatic plan view of the tape, with guides and photo-cell and source of light positions.

Fig. 11a, is a side View of the tape, showing guides and a window.

Fig. 12 is a front view of a push button and a direction arrow.

vrotatable cylinder.

` The electrical the contacting iingers ap-4 vice.

aoeaova Fig. l2@ is a vertical section View through the push button.

Fig. 13 shows the mechanics oi the potential switch and associated time elements.

`Fig. 14 shows the arrangement of the separate electro-magnetically operated time element.

Fig. 15 is a diagrammatic side View of a pivoted rocker arm supporting fingers 935i of a correction or synchronizing switch.

Fig. 16 is a diagrammaticiront recting or synchronizing system, the electrical connections.

Fig. i7 is a diagrammatic View of a load compensator.

Fig. i8 is a side view of gear llt'l, and associated parts, of Fig. 17.

Fig. 19 is a diagrammatic side elevation of a device for providing lateral movement of the view of a cortogether with in Fig. 8, atypical worm gear, traction drive elevator machine is shown at the top of the hoistway, cabled to an elevator car. A gearless machine might be shown, as the systemis applicable to any rise and any speed. A load compensator is shown belted to the motor shaft, together with the customary type of car safety governor. One side of an endless rope is secured by a friction attachment tothe car and causes the governor sheave to revolve when the car is in motion. Should the car attain excessive speed, the governor actuates cams which arrest the rope and it is released from the friction. attachment on the car. A mechanical connection from the rope then opens governor switch lll.

Mounted on top oi the car is shown a worm gear speed reduction driven by motor lit. Mounted on thegear shaft is an arm adapted to open and close the car gate when the motor is revolved in one direction orthe other. Attached to this arm is afchain or a lever which causes a cam to be advanced from the face oi the car as the car gate opens, andto retire this cam as the car gate closes. The car gate is shown in open position. As the arm approaches either limit of movement, it opens a corresponding limit switch titi or itt, which results in the cutting oil of the current from motor lit. Each of these limit switches closes 'immediately the arm moves away from it.

Also mounted on top of the car are two adjustably mounted switches (only one shown lill-4 whose arms engage with a stationary obstruction in the hoistway as the car approaches each landing tor which associated stopping provision is made. If a longer time of contacting is desired, a face is provided as in 59a. contacting of these switches lil eiects the operating of the circuit arranging de- One of these switches relates to up stops and one to down stops and each is in vertical alignment with its corresponding set of obstructions SQ. The switch arm is pivoted and is of spring material, and normally rests at an angle to the horizontal. The obstruction is also at an angle to the horizontal. As the switch arm engages with the obstruction it is rotated on its pivoted axis, thus extending the switch arm further into engagement with the obstruction to insure a rm contacting. fis the switch arm passes the horizontal level of the obstruction, it commences to reduce this engagement with the obstruction and, hence,` to reduce the flexing oi the switch arm at the time that disengagement taires place. The contact against which the switch arm contact impinges also is permitted a slight movement. Both of these electrical contacts are insulated from the switch arm. The switch shown is -.for the down direction of car travel, and as the car travels down, the switch arm momentarily engages with an obstruction 59, contacts |21 close, the arm springs by the obstruction and contacts |21 open. For the up direction, the'verticai relation of contacts |21 is reversed and a spring normally maintains them in separated relation. When this switch arm in ascending, engages with an obstruction '59 in its own vertical alignment, contactsA |21 momentarily close and are then spring-returned to open position as the switch arm springs by the obstruction. Either switch arm, when engaging with one of its obstructions while traveling in a direction opposite to that for which its operative action is designed, springs by that obstruction without eieting a contacting at |21. As the car gate closes, it closes contacts 34. As it opens, it opes contacts` 84.

Within the car is the case or` gang switch 32 containing the emergency switch and the operating push buttons and signals.

Mounted under the car, in addition to governor l switch iii, are three cam operated switches which engage with their vrespective stationary cams in the hoistway. One engages-with cam 60 as 'the car approaches theupper terminal land'- ing, one engages with cam 16 as the car approaches the lower terminal landing, and one en# gages with either upper-or lower cams 80 should the car pass -the level of its terminal landing.Y

Fig. 9, in addition to showing a side viewof the obstructions, cam operated switchesand cams.

of Fig. 8, shows the relation of the retiring cam on the Acar to the doorlocks and their associated contact 83 at the several landings, and the relation of these doors to their locks and contacts at the several landings. The gure assumes at each landing a hinged door normally closed by a spring. A projection on the door closes its associated door contacts |08 when the door is closed, and opens these contacts when the dooriis open.

A cam operated memberpivots on a stationary support attached to the door frame. Its roller cam projects into the hoistway, in position to be engaged by the retiring cam on .the car when the retiring cam is in extended position, but not otherwise. In normal operation, the retiring cam is extendedwhen the car comes to rest at 'a landing and the car gate opens; but retires when the car gate closes preparatory to the starting of the car, and continues in a retired position until the car again comes to rest at a landing and the car gate opens. When the retiring cam is extend- 55- ed, it rotates the cam operated member on its axis, thereby opening its contacts 83 and moving alocking hook out of engagement with the projection on the landing door. and the landing door may then be manually opened. The car gate cannot start to close until door contacts |03 are closed. Thecar cannot start ,llnlessdoor lock contacts 33 are closed, `and contacts 83 cannot close unless the landing door is locked. Hence,'before the car can start. contacts |03 insure that all landing doors are closed, contacts 33 insure that all landing doors are locked, and gate contacts insure that the car gate is closed. The upper part of Fig. 9 shows the cam in extended position, and the lower part shows the cam in retired position.

Fig. 10Y shows the method of contacting for the operation of the circuit arranging device through the use of tapes in the hoistway, instead of through the use of obstructions secured to the guides or hoistway structure. Two arrangements are shown; one at the left with a standing tape and one at the right with a running tape. The latter is assumed to be related to a car beyond that to which the former is related. When the standing tape is employed, it is secured to a. verticaily adjustable attachment at the top of the hoistway, and it is held taut bya weight or spring at the bottom of the hoistway, A dust shielded and exterior light ray shielded unit including guides for the tape, a source of light, a light sensitive or so-called photo-cell of the selfgenerating type is mounted on the car. Brushes are included in this unit to keep the tape clean. rihe tape' is opaque and, at proper positions, openy ings or windows in the tape are provided. When of light and'photo-cell unit is mounted at the top of the hoistway in such manner as to permit of vertical adjustment. An endless opaque tape with windows is attached to thecar, is supported by a free-running sheave above the photo-cell unit and is held taut by a free-running weighted or spring-tensioned sheave at the bottom of the hoistway. The source of light is shown connected through back contacts 29 of the potential switch in Fig. 5a, which switch is closed only while the car is in motion. The source of light in the standing tape arrangement is similarly connected.

In either arrangement, with the windows spaced to correspond with the iioor levels for which stopping yprovisions are made, a single vertical adjustment of photo-cell u nit or of tape applying to one direction of car travel adjusts for all associated oors simultaneously. Likewise, a single vertical adjustment of the position-of the switch which includes contacts |21 in Fig. 8, adjusts for all associated floors simultaneously.

Fig. 1l shows-a plan view of the unit, indicating `the guides which insure the positioning of the tape with respect to the photo-cell and the source of light, and Fig. 11a shows a side view of the tape. guides and a window.

It will be evident that more than one vertical line of windows and more than one photo-cell unit may be associated with each tape and that mechanical obstructions on the tape, in cooperation with mechanical switch arms, may be substituted for the windows and photo-cell units.

Fig. 12 shows a face view of a push button and Fig. 12a shows ra side view of the push button, in section, in its relations to sources of light and contacts. 89 is a translucent rod. 90 is a translucent shouldered sleeve. 3| is a source of light which illumines one or more sleeves 80 associated with respective buttons in a push button box. 52 is a source of light which, when energized, illumines its associated push button rod 89. The arrow light `source of light, when energized, illumines its associated arrow. Landing contacts 3 4 are closed when the associated selfreturning push button is manually pressed. When an intermediate button in the car is manually pressed, an associated cross bar closes both an up and a down set of contacts 53 as shown in gang-switch 32 of Fig. 5. All sources of light are separated by opaque barriers or shields.

` immediately close and Fig. i3 indicates the general detail of the potential switch and associated elements at the topof Fig. 5a. .as the pivoted armature is attracted by the energizing of the potential switch coil, the power contacts close, back contacts it@ open, back contacts 29 close, time element contacts W5 immediately open and a time element is released which results in contacts m3 closing at the expiration `of about two seconds. Vihen the pivoted armature is released by the cle-energizing of the potential switch coil, the power contacts, and contacts it and 2s immediately open, contacts los the other time element is released which results in contacts HD5 closing at the expiration of about eight seconds. The use of front and back contacts is well known `in the l art, and the' method of employment of delay elements in connection with contacts its and idb provides a simple means of utilizing the potentiall switch to provide the necessary mechanical movement but, other than invention and, further, is not claimed as a part or the invention.

Back contacts t8 of the direction switches close and open in similar manner to back contacts 2Q of the potential switch.

In Fig. 14, insulated metal strips are secured to an extension of the solenoid plunger, and contacts @9 and 53 are open-circuited by the raising of these strips immediately the time element coil is energized. When the coil is cle-energized, the return movement of the plunger is delayed by a time element. The solenoid is shown in energized position. Contacts t3 close at the expiration oi about eight seconds and contacts close about one or two seconds later, unless the coil is reenergized as soon as contacts @it are closed, in which' latter case the plungere again rises before circuit through contacts @9 is completed.

Referring to Figs. i and 2, an insulating cylinder i carries metal plates 2, metal strips metal contacts il, and insulated portions 5. The cylinder l is carried on a shaft ii, said shaft being journaled in bearings i--i t and having a ratchet gear t secured to one end thereof. Electromagnets l and d provide a drive means for intermittently actuating a ratchet mechanism to rotate the cylinder step-by-step in one direction or another. Said ratchet mechanism comprises plungers il which have pawls l2 pivoted at their lower ends and restraining hooks i3 co-operating therewith. Contacts ifi, i5, and it mounted above the magnets 'i and 8 are opened and closed for a purpose to be later described. 'When an elevator car is approaching a landing, one of the electromagnets is momentarily energized, causing a plunger il to rise and lift a pawl i2 to move the cylinder one step to a position corresponding with the landing approached, to first open Contact tl,

then to open contacts i5 and it as the plungercompletes its upward stroke.

The restraining hooks i3 are arrangedso that each is iulcrumed on its corresponding plunger and is actuated by the opposite plunger to prevent the momentum of the revolving cylinder from rotating past the desired contacting position. A detent pin il, pressed by spring it into detents 2i in the gear ii, holds the cylinder in its delivered position. When the magnet is cie-energized, gravity, assisted by spring 22, releases the pawl i2 and hook i3 from engagement with gear '6, closes contacts it and i5 and then iii, and presses one pawl i2 outward against a spring 2 and downward on bevel plate 2li. The upper limit of the plunger stroke is governed by a stop in the that, forms no part of the magnet frame, and the lower limit by adjustable nuts titi. rlwo rows of contact iingers i9 and 2@ are provided above and below the cylinder l and rest upon either electrical contact or insulated portions, depending upon the position of the cylinder. in Fig. e, the dotted lines A-B and C-D represent the line of contact of the contact iingers i@ and 2t at one position of the cylinder. The contacting principles are simple, but their effects are sure and far-reaching, and may be understood by reference to Fig. 1 and Fig. 4; the stationary ngers in the former being shown in proper alignment with the plane surface development of cylinder i in the latter, and the electrical connections to the stationary fingers being shown in Fig. 5a. These ngers are consecutively connected with respect to the oor positions and lines AB and CD represent the contacting lines of the stationary fingers with respect to the cylinder contacts when the car is at rest at the second oor. The relations of these contacting lines when'the car is at any other floor may be followed by reference to the door indications at the margins of Fig. 4. Thus, the transitions resulting from the jumping of the cylinder may be readily followed. For X drum, intermediate finger di is always resting on its drum contact strip: feed finger @il is always resting on a drum Contact plate 2, and the two plates are permanently connected together: the floor fingersv may rest on a contact plate 2 or ori an intermediate spot il; if a floor finger is on a contact plate 2 at any time, or is on an intermediate spot i while the car is in motion, it connects its 'door magnet to negative line; if it-is on an intermediate space i while the car is at rest, its floor magnet is not connected to negative line and hence cannot be energized. For Y drum, the up and down fingers all always rest on a drum contact plate 2 except when the car is at a terminal, when one of them rests on a dead space 5; these ngers 5d connect through their normal limit switches 55 and direction solenoid contacts 5t to their respective direction solenoid coils 5l and 5d, and these solenoids determine the direction of car travel. Each floor finger-will be resting on a dead space t or a plate il. When the car is at a landing, the finger or ngers corresponding with that landing are on a dead space. All fingerseither up or down-corresponding with iioors above, are on a plate leading to the up direction solenoid and all fingers corresponding with oors below are on a plate leading'to the down direction solenoid. For Z drum, the two sets. of Contact spots are respectively connected to their strips 3 and thence through their respective up and down fingers i9 to the stopping means which will be later explained.

When the car is at an intermediate floor, the door finger for the next consecutive floor above it and below it is resting on a contact spot d, and all other door ngers are resting on insulation.

Two one-way switches indicated at B2i in Fig. 5d, one for up direction and one for down direction, are mounted on the car and are mechanically actuated by certain obstructions in the hoistway, to provide a means for energizing the jump magnets l and d in conjunction with the movement of the car.

Referring to Figs. 5 and 5a, for convenience in reference, three groups of cylinder contacts are shown and are designated as X, Y, and Z drums. The contact fingers whichi'estV on X drum are constructed oi" split spring material and are provided with staggered projections as shown in detail in Fig. 6, which insure against the finger breaking electrical contact with the plate 2 whencrossing an insulated portion including an intermediate contact 4, due to the bridging eect of the staggered portions. The contact plates 2 of X drum are always negative. When normally open potential switch back contact 29 is closed, as it is when the car is in motion, every finger on X drum is negative. When the car is at rest, the fingers resting on the X drum intermediate contacts 4 are not negative.

The purposes of X drum and its associated stationary contacts are to prevent the registration of a call for a landing opposite which the car is at rest, to hold intervening calls which 'are to be refused While the car is in motion in one sponding intermediate spots 4. When the intermediate spots are connected te negative, the floor magnets whose fingers are resting on intermediate spots may be energized, but otherwise they cannot. These intermediate spots are connected through finger 4I to potential switch back contacts 29 which are open when the potential switch is open, andl hence the intermediate spots are dead when the car is at rest, as the potential switch, in conjunction with a direction switch, closes to start the car and opens to stop the car. With a potential switch of the flapper type and a shaft secured to the movablearmature', on which shaft is an insulation strip and a negative live strip, in conjunction with stationary Contact fingers corresponding with the several floor magnets, the same purpose could be served, but the use of' the intermediate spots on X drum avoids the duplication of stationary contacts.

The purposes of Y drum are to determine and hold the direction of car travel and to provide for the stopping of the car in response to calls for the direction of car travel opposite to that which has been established;`i. e.: if the car is traveling up and the furthest call in advance of the car is a call registered by a down button, up s and down stationary fingers 54 connect through` their respective normal limit switches 55 and the opposite direction solenoid contacts 56 to their approaches an adjoining landing. These fingers connect to contact 43 of their corresponding floor magnets 35, but in reverse direction: i. e.; finger 91 in the contacting line of up finger 54 connects to contacts 43 of the down floor magnet '35, While the opposite first floor yfinger in the contacting line of down fingerr 54 connects with contacts 43 of the up first floor magnet 35. The result of this arrangement of drum plates and stationary fingers is that, as the energizing of any floor magnet connects its Y drum finger through its contacts Av43, wire and gate protector magnet contact 38 to the negative side of transformer 3D, that finger willgcontinue this connection o! the negative line to either up direcf the car or of preventing its operation.

tion solenoid 51 or down direction solenoid 58 unless the finger is on a deadl spot 5 or the circuit is open at a normal limit switch contact 55 or a direction solenoid non-interference contact 56; thus providing for the purposes in the Vattainrnent of the sure operation of the system as will be later detailed.

The purpose of Z drum is to provide for the stopping of the carl in'response to calls for the established direction of car travel and it operates in 'conjunction with duplicating, secondary and delay magnets 82, 81, and 14 to secure the same accuracy as that obtained through the action of Y drum. The actual stopping of the car is aecomplished by disrupting the circuit to elevator motor |23 at the contacts of the potential switch, but the opening of the energizing circuit through the potential switch coil is accomplished through the combination of Y drum and one of the direction solenoids 51 or 58 or through the combination of Z drum and duplicating magnet 82. As between the two methods of stopping, the relation of drum jumps both as to car position and time is a constant; the time action of the potential switch is a constant, and as the time action of either of the direction solenoids and of the duplicating magnet is identical, this action is also a constant. Slow-down devices may be introduced with initiating and final stopmovements, but I have avoided cumbering the description with detail.

The two stationary fingers l35 and the correction feed finger l36 at the extreme left of the 'drum cylinder in Fig. 5a co-operate with strip 3 at the extreme left of Fig. 4. Their purpose is to correct the position of the cylinder with re' lopens all normally closed contacts and closes all normally open contacts as shown in relation with its individual magnet or plunger.

Figs. 5-5a show the connections for a six iioor and basement apartment house elevator. Beginning with the upper lefthand corner normally closed inspectors switch 21 is-at the controller and is manually opened only when an inspector wishes to operate the elevator from the car without interference from the push buttons at the landings. L represents push buttons at the landings. Landing door contacts |08 represent a series of contacts-one set at each floorthe series circuit being open when any landing door is open and closed when all landing doors are closed. The landing doors are opened manually and closed by a spring. The landing door lock contacts 83 represent a series of contacts-one set at each floorthe series circuit being open when any landing door is unlocked and closed when all landing doors are locked. Each landing door is automatically unlocked as the car comes to rest at its landing and is automatically locked before the car leaves the landing. 32 represents the case or` gang switch containing the control buttons and other control elements and the signal elements in the car. Manually `operated emergency switch H2 permits of stopping If it is opened while the car is in motion, the car immediately stops, but the opening of emergency switch H2 does not cancel any callswhich may have been registered. When emergency switch H2 is again closed, the cer starts and serves registered calls. The alarm button is merely a button connected to a bell within hearing of the superintendent of the building, to indicate that his presence is desired. A series of contacts 53 represents the contacts of push buttons corresponding with the several icors. 'Ihese contacts 53 are connected with theirl corresponding contacts 5t at the landings. If the car button pressed corresponds with an intermediate door, both the up and the down button contacts for that door close simultaneously. Corresponding with each push button is a lamp di, and as each button has a translucent center, the energizing of its corresponding lamp illumines the button, making it visually responsive. down arrows which, when illumined by their respective lamps, indicate the direction in which the car is traveling or is set to travel. Gate switch @t is on the car and its contacts are closed just as the closure of the car gate is edected, and are opened just as the car gate starts to open; The car cannot start while contacts Si@ are open, and if the car is in motion it will immediately stop if contacts tl are opened. The car gate is opened and closed by an automatic device on the car. Final limit M3 is mounted on the car and its normally closed contacts are opened by the iinal limit striking a cam mounted in the hoistway just beyond the normal limits of car travel. The opening of this iinal limit will immediately stop the car and it cannot again be started until it has been manually moved a suiiicient distance to bring the nal limit out of contact with the hoistway cam which has caused .it to open. Low voltage transformer supplies current for the car responsive lamps il only. Its use is a convenience to permit of employing long life miniature lamps. Transformer St supplies current for all magnet energizing circuits. These latter are customarily operated on somewhat lower voltage than the line voltage, and the use of a separate transformer isolates the control circuits from'the power supply circuits, which latter are usually grounded on one leg. Phase reversal switch 25 is provided to prevent operation should one phase of the power circuit be reversed, as the elevator motor 23 and the gate motor l22 would then operate in the wrong direction. The potential switch closes and opens the power circuit to the elevator motor 23. The accelerating switch short circuits starting resistance. The up direction switch and the down direction switch determine the relation in which the legs of the power circuit shall be connected to the elevator motor H23, and hence its direction of rotation when energized. The potential switch and on'e direction switch close and open to start and stop the elevator motor i223. Normally closed thermal overload' switch 2t opens if continued excessive current passes to the multi-phase elevator motor l-usually as the result of the blowing of a fuse, which would leave only one phase connected to the elevator motor H23. The magnetically operated friction brake on the elevator motor shaft is energized and released when the potential switch is closed, and de-energized and applied when the potential switch is opened. Potential switch baci; contacts 29 are open when potential switch is open, and baclr contacts iii@ are closed whenthe potential switch is open, and

idl represent up and.

aoeaove ments and i533 respectively. When the po tential switch closes time element contacts M55 simultaneously open. When the potential switch opens, a time element delays the closing of? con ytacts ide until the expiration of about eight sec= onde. This prevents the ire-starting oi the elevator until that time has expired. When the potential switch closes, another time element is to open normally closed contacts it after the ex piration ofi a predetermined time period. it this time is not exceeded, contacts are not aected. One of the objects oi the gate motor protector is to prevent burning out of torque type gate motor Q22 in the event ci the gate meeting with an ob-= struction while closing and thereby keeping cur rent on the motor for an excessive period; however, the opening of contacts Se also cancels all registered calls. Gate motor H22 is attached to a mechanism. which is mounted on the car and which closes and opens the car gate, and which moves a retiring cam on the car which co-operates with the lool?. at each landing door and its associated landing door lock contacts 53S, as the car comes to rest at a corresponding landing and the car gate starts to open, and also as the car gate closes preparatory to the car starting to serve another landing. This mechanism also operates close limit lo@ and open limit llt mounted on the mechanism. Up and down contacts lll of switch on car lh, mounted on the car, are actuated by lightweight members which mechanically contact with stationary obstructions in the hoistway, tol operate up and down.' jump magnets l2@ at the controller, which, in turn, provide step-by-step rotary motion of the X, Y, and Z drum cylinder. Variable binding posts lill indicate the position in the circuit at which a later described load compensator or similar purpose device is connected, when employed. Electrical connections to the car are by means of the customary dexible cable. The movement or arm l@ 'of the parking switch, which switch may be locatedat any convenient position, provides for the return of the car to any iloor, after all other calls are served, or of eliminating any parking action, and its connection through time element contacts il@ prevents unnecessarystopping of the car at the parking door in transit, as the car in transit to another door will stop at the parking :door only if a button corresponding with the parking floor has been pressed. As the result of theconnection of the time element solenoid coil to direction solenoid contacts, normally closedv time element contacts ed areimmediately opened on the energ gization of up direction solenoid 5l' or down direction solenoid 5d, and remain open until about eight seconds after the direction solenoid has been de-enei'gized, thus providing for a time in= terval between reversals or before re-energization ot a direction solenoid can occur. Time element contact (159 closes after contact' t3 closes, but if a registered call is in evidence at the time that con tact closes, the time element coil is remenerL1 gized before contact t@ has an opportunity to close. Duplicating, secondary and delay magnets, respectively and lf3, co-operate with Z drum till to stop the car in response to calls for the es- AtabIiShed direction of car travel. -Up direction solenoid 51 and down direction solenoid 58 cooperate with Y drum to determine and hold the direction of car travel and to stop the car in response to calls for the direction of car travel opposite to that which has been established. Up and down responsive magnets provide for the proper connections to the responsive lamps 41 which illumine the push buttons in the car. Close gate magnet |02 and open gate magnet I |5 provide for the closing and opening of the car gate. With the car at rest at a landing, the car gate is open and the landing door is unlocked. If the ,latter is opened, the car cannot start until it is closed. On registration of la call for vanother landing, the car gate automatically closes, the landing door is automatically locked and the car starts. On serving a landing, the car stops, the car gate is automatically opened, the landing door is automatically unlocked, and the car cannot again start until the expiration of a pre-determined time period. If calls for other floors have also been registered, arid no one enters or leaves the car at the served landing, at the ex- -piration of the time period the car gate automatically closes, the landing door is automatically locked and the car proceeds to respond to another registered call. i K

Up and down panel magnets |24 act as intermediate elements between switch on car |25 and jump magnets |26. In some cases, the jumping of the latter has been effected directly from. the contacting of the former, but the panel magnets were introduced as they are quick acting relays with self-holding contacts, which insure the complete movement of the drum cylinder in response to a very brief contacting Vat switch-on-car |25. Up and down normal limit switches 55 stop the car at terminals independent oi' the cylinder drums, but permit the car to leave the terminal in the opposite direction. Up and down correction switches |34 co-operate with correction iingers |35 at the drum cylinder to correct, if necessary, the position of the drum cylinder iwith respect to the position of the car in its hoistway.

`The contacts of each normal limit switch and corresponding correction switch areV mounted on the same arm of a lever mounted on the car,A

which lever engages with a stationary cam in the hoistway when the car reaches a terminal..l When the normal limit contacts 55 open, the correction switch contacts |34 close.v The X, Y, and Z drum cylinder is rotated in a step-by-step movement by jump magnets |26. Up and down floor magnets 35 are energized by the pressure of their corresponding push buttons and, in cooperation with their associated contacts and the drum cylinder, supply the medium through which the system is operated. In normal operation, the pressure of any push button at any time, except when the car is at rest at the corresponding landing, results in the corresponding floor magnet being energized and a call being registered, which registration will be maintained until the call is served. It will be observed that for a total of nineteen selective control stations-two directional stations at each intermediate landing and single directional station at each terminal landing, and seven stations in the car-but twelve floor magnets are required.. One transformer 3|! furnishes current for the control circuits. Its positive connection first passes through contact 25 of a phase reversal protecting switch which functions on the well known motor principle. Said .also well known. .the elevator motor, usually from overload, or

failure of one phase, causes a heat reaction which results in opening of the contact 26.

Following this circuit to normally closed inspectors switch 21, we find that manual opening of 21 prevents operation from the landings indicated at L, while still permitting operation from the car or controller. Wire 28 supplies all positive connection to push button boxes at landings. Typical intermediate and terminal landing connections are shown on the first floor and basement landings. The push buttons are oi the responsive type described in my Patent ;,823,319, which are both visually responsive when pressed and are continuously visible under all conditions, even in darkness. A lamp 3|, constantly energized below normalcandle power, provides visibility for the push button which is only noticeable in the dark, and` not in the presence of ordinary hall-way illumination. In some buildings, the halls are very poorly lighted,A or the burning out of an electric globe leaves the hall in darliness, and the above provision permits of readily locating the elevator push buttons. The central part of the push button becomes brightly illumined when lamp 33 is energized, which circuit will be later described.

Referring to Fig..5 and Fig. 5a, l. will now trace the push button circuits from the first floor landing whose connections are typical of all intermediate landings. Withv inspectors switch 2'5 in normally closed position, on pressure of the up button, circuit would pass from wire 28 through upper contacts 34, upfirstV floor magnet coil 35 to X drum iinger 36. As previously pointed out, if at this time finger 35 rests on its intermediate spot 4 of Fig. 4, and the car is at rest, it is at rest at the first floor and the circuit cannot be completed to negative line, as the intermediate spot connects through its contact strip with intermediate linger 4| to back contacts 2S of the potential switch, which contacts are open when the car is at rest. Had the car been at rest at any other landing, finger 36 would have been resting on plate' 2, which is connected Ithrough feed nger 31 and gate motor protector contacts 38 to the negative side of transformer 30. Had the car been in motion, potential switch back contacts 2S would have been closed, and there would have been a connection to negative line through any door .finger on X drum.

On pressure of the down button vat the first iioor landing, circuit would pass from wire 2B, through lower contacts 34, down first door magnet 35 to the first iioor X drum nger opposite iinger 35. From here, the circuit conditions to negative line would be the same as just described in relation to X drum iinger 36.

At the terminal landings there is/ but one button; that at the sixth floor corresponding with sixth floor up oor magnet 35, and that at the basement corresponding with basement floor down floor magnet 35.

From the above, it will be seen that in normal operation, any floor magnet will be energized by the pressure of its corresponding landing button,

Cil

landing, the floor magnet or magnets corresponding with that landing would he de-energized.

With inspectors switch '2l open, no floor magnet can be energized from any landing, and it any :door magnet is energized and inspectors switch 2l then opened, said Jdoor magnet il@ would he immediately cie-energized unless its corresponding push button in the car is manually heid in closed position.

I will now trace the circuits oi the operative push buttons in the car. When inspectors switch 2 is in its normally closed position, wire is connected to every pair of push hutten contacts et in the car. The other side or" each pair of contacts 53 is connected to its corresponding floor magnet as in the case of the landing push huttons. The pressure of any intermediate hutten in the car simultaneously closes the two pairs oi associated contacts t@ and hence connects to both the up and the down door magnets corresponding with the huttonkpressed, with results which would coincide with the simultaneous pressure of both the up and down buttons at the rst oor landing, as previously described. Corresponding with the terminal floors, only one pair of contacts 53 is affected by the pressure of a terminal floor button in the car. With inspectors switch 2l open, the positive side of transformer 3d is still connected through phase reversal switchk 25 and thermal overload switch 2d and wire tl to push button contacts 53 in the car, and the car can therefore be operated by pressure oi the car buttons without interference from the landings, but continuedv manual pressure must be maintained.

The methods of energizing and rie-energizing the floor magnets have heen. described, and we now come to the results of these actions. Associated with each oor magnet 35 are four pairs of normally open contacts, Q2, d3, dd, and d5. When any floor magnet 35 is energized, its four pairs of associated contacts are closed. Referring to those associated with the first oor up and down floor magnets 35, whose connections are typical of those of the contacts of all intermediate fioor magnets, we lnd that the closing of contacts d2 ofthe lrst iioor down magnet 35 connects the negative side of the coil of that magnet to first floor finger t@ of Z drum, and that of the rst oor up magnet @t connects the negative side of the coil of that magnet to the iirst oor nger on the opposite side of Z drum, and that these two lingers are out of vertical alignment to the extent of two spaces. The closing of contacts d3 of the down magnet, connects a Wire which is common to all iloor magnet contacts ItSto rst floor :linger el or Y drum and of the up oor magnet to the opposite iirst door linger of Y drum. The aforesaid common wire is connected through wire lli and gate motor protector magnet Contact 33 to the negative side of transformer 3d. The closing of contacts lll associated with the down iioor magnet connects a wire which is common to all floor magnet contacts ld to corresponding contacts lil oi' the down responsive magnet 5l, and of those associated with the up floor magnet to corresponding contact i8 of up responsive magnet el. This aforesaid common wire is connected to the negative side of low voltage transformer d6. The closing of contacts dii associated with rst floor down magnet 35 connects the positive side ci the coil of that magnet through the corresponding down Erst door landing button illumining lamp 52, to

wire 2&3, and the closing of contacts d5' associated with the up oor magnet 35 connects the positive side or that coil through the corresponding up lamp of the iirst door landing button, towirc 2K3. The connections from the contacts associated with the terminal floor magnets differ only in that the closing of contacts lil connects the common wire directly to the corresponding push hutten illurnining lamp il in the car, and thence to the positive side of low voltage transformer 53d, as may he traced by reference to the contacts associated with down basement licor magnet IThus, contacts d2 provide for relating an energized floor magnet to Z drum, contacts d3 ior relating to Y drum, ed for relating to the illrunining lampswhich I have termed responsive lampsinthe car, and contacts iii for providing a holding circuit for the associated floor magnet coil after pressure on the push button has heen removed, and at the same time illuminingv and causing to be visually responsive, the landing hutten whose manual actuation caused the corresponding door magnet to become energized. Simultaneously with the illumining of the hall button, the corresponding push button in gang switch t?? in the car is illumined by its lamp `dll, provided the landing button pressed Was at Aresult in the illumining of itself and both the up and the down buttons at the corresponding landing. All corresponding push buttons are darkened when a call is served.

Directional lingers 5t on drum Y connect through corresponding normal limit switches 55 and direction solenoid criss-cross contact 5S to the negative sides of their. respective direction solenoid coils and 5t; whose positive sides, when deenergized, are connected through Contact el or resistance iid, time element contact t3, Wire tl, contact thermal overload switch 2t and contact phase reversal switch 25 to positive; With the system normal, the registering of an initial call from any push hutten, which involves the energizing of a door magnet 35, will cause direction solenoid 5l or to become energized, and determine the direction in which the car will travel. Once energized, corresponding self-holding contact t5 will connect to positive through wire tst, irrespective of time element contact S3, and the solenoid will remain energized until its circuit is interrupted at its normal limit switch 55 or at Y drum. Examination of Fig. a will make clear that with the car at rest at any landing, an initial call resulting from the pressing of either an up or a down button corresponding with any other landing, will cause that direction solenoid to he energized whose action is necessary to determine the direction in which the car shall travel to serve the calling floor. Once energized, the opening ci its criss-cross contact- 56 eliminates the opposite Adirection solenoid from consideration until de-energization occurs. Further examination of Fig. l in conjunction with Fig. 5-5a will maire clear that reversal cannot take place until the furthest callfor either up or downin established direction has been served; that any intervening calls for the direction opposite to that which hasvbeen established willbedisregarded and that the stop to serve the furthest call, if for the direction opposite to that which has been established, will 'result from the deenergization of the direction solenoid. The explanation is that with the car opposite any landing, all Y drum contact ngers corresponding with any landing above that position will be resting on a drum contact plate connected to the up direction solenoid; and those below, `will be resting on a Y drum contact plate connected to the down direction solenoid; and that, in the absence of other means 'for stopping, the car will continue its-travel until the periodic jumping of the drum -hasl brought the drum out of electrical contact with the furthest live contact nger or lingers. i n

Stops for the established direction of travel are determined by Z drum. When Z drum is in a position corresponding with a terminal landing, a Z drum iinger 66 correspondingwith the next landing is resting on its Z drum contactand, when Z drum is in a position corresponding with any intermediate landing, avZ drum nger 66 corresponding with each of the next landings above and below the car position is resting on its respective Z drum contact. In either case, all other Z drum fingers 66 are resting on the insulated part of Z drum. With `a call registered for the established direction of car travel and the car started or in continued motion toward the calling floor, a circuit will be established I from the negative side of ,the'energized iloor magnet, through corresponding contact 42 and its Z drum finger 66 and directional, contact ilnger 48, corresponding wire 61 or 5|), direction switch back contact 66, wire 1I; panel magnet contacts 12, wire 13, delay magnet coil 14, wire 64, thermal overload switch contacts 26 and phase reversal switch contacts 26 to positive. Thereupon, delay magnet 14 will be energized one iioor in advance. Current will then flow from negative through wire 16, jump magnet contacts I6, delay magnet contact 11, secondary magnet contact 18, jump magnet contactsv I6 and duplicating coil 82 and wire 64 and thermal overload switch and phase reversal switch contacts 26 and 26 to posi-l gate switch 64 which is closed when car is in motion, delay magnet contact 86, duplicating magnet contact 66, secondary magnet coil 81 and wire 64 to positive.

Contacts 86 associated with each of the three magnets just mentioned are in the circuit which energizes the potential switch and direction switches controlling the current'to the elevator operating motor. the delay magnet was irst opened, then contact v86 at duplicating magnet 62 was closed, and then contact 86 at secondary magnet(v was opened The continuity oi' the circuit which is energizing the potential switch and one of the direction switches now depends upon contact 86 at the duplicating magnet. Just before the car reaches the landingv at which a call for the establishedl direction of car travel is registered, the

, jumps, one of the Jump magnet contacts I6 is momentarily opened, duplicating magnet 62 de-energized and its contact 86 is opened, interspective delay, duplicating and secondarymagnets. Mechanical interference 62 prevents the .call is registered at the iirst floor.

proaching the rst iloor.

As just described, contact 66 at delay magnet from dropping until after the secondary magnet 81 has dropped, which latter does not drop until gate switch 84 opens as a result of the opening of the car gate.

An example will illustrate that there can be no confusion in-the stopping in response to calls for the established direction of car travel and calls for the direction opposite to the established direction of car travel. Assume the car to be at rest at the second oor, with no calls registered. Z drum fingers 66 corresponding with the first and third floors are on their respective Z drum contact spots. Now assume that a down When the down direction switch closes to start the car toward the iirst iloor, its back contact 66 closes and the three magnets operate as described in the previous paragraph. As Z drum jumps on the approach of the car to the first floor, the car comes to rest at that iioor.4 The contacting of the third iloor finger 66 with its Z drum contact spot had no effect, as the back contact 66 ofthe up direction switch remained open. If the call had been registered at the basement instead of at the first oor, the car would have continued to the basement and the contacting of Z drum first oor finger 66 would have had no eiect, as iirst floor magnet contacts 42 would have been open. The stopping action at vthe 4basement would have been brought about by the contacting of the basement Z drum flnger-66 with its Z drum contact spot 4 as the drum jumped on ap- Had'the call been registered at the third oor instead of at therst oor or basement, the car would have traveled to the third'iioor. Now let us return to the original condition of the car being at rest at the second floor with no calls registered, and let us register a call from the up button instead of from the down button at the first oor. For the car to respond, it must again be the down direction switch that closes even though an up button was pressed, and its corresponding back contact 68 closes. However, the. contacting of Z drum iirst iloor` finger 66 with its Z drum contact spot would now have no effect, as the first floor down floor magnet 36 is not energized and its associated contacts '42 areopen. We must look elsewhere for provision to stop the car at the iirst floor: namely, to Y drum. Theiirst floor up floor magnet 35 was button, but the position of Y drum at that time brought thevplate 2 connected to down direction solenoid 68 in contact with the first licor Y drum contact ilnger connected to iirst floor up floor magnet contacts 48,and it was the closing of these lbe remembered that the floor magnet is not deenergized until potential switch backcontact 26 opens as the car is brought tovrest. Had the car been at the third floor when the up rst floor button was pressed, the car would not have stopped at the second iloor', as the first oor ringer would have still been on plate 2 of Y drum after the drum had jumped as. the car approached the second oor. Had 'the car been at the sixthoor n energized bythe pressure oi' the ilrst floor up when the ilrst floor up button was pressed, and v vimmediately thereafter, the iifth', fourth, third "and second up iloor buttons had been pressed, the

car would not have stopped until it reached the first door, even though the intervening jumps of lthe drum would have successively brought rst a dead spot and then the Y drum plate leading toward the opposite direction solenoid to theY drum fingers of the four intervening oors, for

' the intervening dead spaces would have had'no f y as served, through the positioning of X drum and" intervening oors, they would have been served Y through the action of Z drum and its associated magnets, but the down direction solenoid would nothavebeen tie-energized in serving them, and

suchintervening calls would have been cancelled,

the opening of potentiaL switch back contacts 29 vas the potential switch opened to bring the car to rest. Had both an up anda downcall been registered at any of these intervening oors, the

floor would have been served through the action of Zdrum'and its-associated magnets, but \the` down direction solenoid would not have been deenergized in serving it, and both the up oand down '-2 calls' for that landing would have been cancelled, through the position of X drum and the opening of thepotential switch back contact 29 as the potential switch opened to bring the carto rest. Y

It` will thus be seen that the initial call establishesv the direction of carv travel, whether from a landing or from the car, and that that direction will be toward the calling floor; that all calls for the established direction of car travel will be served on the first approach of the car; that the furthest call for either direction in the establisheddirection of'travel will be served before reversalv occurs; that vintervening calls for the direction of car travel lopposite to that which has been established will be refused on the 'first approach of the car; that all registeredv calls will' be held until served; that a call may 5e registered at any time, either from a' landing or from the car, except when the car is at rest at the landing for which a button is pressed; that, on the registering of any call from any landing, the push rbutton pressed becomesv responslvely illumined and glows, and-continues to glow until the call is served: that the correspondingpush button in ,the car also immediately glows provided the call .isgfor a terminal landing or for the established direction of travel and that, if for the opposite ldirection and corresponding with an intermediate oor, the responsive glow of the carbutton is delayed nntil reversal o'f direction takes place; that thel pressure of vany car button for a floor other.

than that atwhich the car may be at rest, responsively Aillumines the vcorresponding landing button, or both corresponding landing buttons if fortan intermediate door, and vis itself immediately illuminedif for a-terminal landing or for the established direction of car travel, and 'its illumining is delayed until reversal takes place' if for-the opposite direction of travel; that all registered -calls are held until served, that all corresponding buttons'are darkened when a call is served; and that no confusion-nor false stops can occur, irrespective of Vthe number of` calls registered, the sequencein whichythey are registered, the rapidity'wlthtwhich they are registered..

or from the simultaneous pressure of buttons at diierent landings or at landings4 andin the car. In automatic operatiomexactnessdn timing portance. The dropping of a direction solenoid accomplishes stops opposite to the established direction of travel, and the dropping of the duplicating magnet accomplishes stops for the established direction of travel. The de-energizing of Aeither is accomplished by the exact functioning of the circuit arranging device whose action is in 1:1 relation with the motion of the car, and is independent of such occurrence as stretch of ropes or slippage. Compactness and uniformity of operation result from the principle and construction of the controlling mechanismand, in practice, the periphery of the drum moves onequarter of one inch for each stop, irrespective of Whether the distance between succeeding stops is a few feet or many times that distance, and advantage is taken of a circumferential surface as compared with the same lineal path on a plane surface. It .will be understood that with structure to correspond, the step movement is not necessarily limited to one quarter of an inch, nor

the cylinder to any specific dimensions.

When either panel magnet |24 is energized by the momentary electrical contacting of its corresponding switch on car |21, through the mechanical contacting with an obstruction in the hoist- Way as shown in Fig. 8, its corresponding jump magnet is energized.I The energizing circuits may be traced from negative through switch on car contact |21, corresponding panel magnet 24, wire $4, thermal overload switch contacts 26and phase reversal switch contacts V25 to positive. Panel magnet contacts |28 and 3| are then closed, and current passes from positive through contact |28, jump magnet |26, contact l|3Iv and resistance |32 to negative. VOwing to the differl, ence in the action. between alternating current magnets and direct current magnets, resistance y|32 is "not required when direct current magnets are employed. The value of resistance |32 lies in its automatic co-operation with the action of the energized jump magnet. With the jump magnet plunger in normal position, the electrical impedance ofthe magnet coil is comparatively low and hence, in the absence of any interference, a considerable value of energizing current would flow; but the electrlcalimpedance of the coil increases -as the plunger rises.v It is desirable that the upwardmovement of pawl I2 in Fig. 2 should not be too rapid prior to its leavingthe surface of bevel plate 24 and engaging with a tooth of gear 6, and that as the momentum effect `of the upward moving mass is absorbed in overcoming the inertia of' the cylinder after such engagement, the lpull of the jump magnet shall of its' step movement. It will be evident that with 'th introduction of resistance |32 in -series increase to rotate the cylinder to the completion with the coil circuit, the voltage across the resistv ance terminals is greatest, and the voltage across the coil terminals is least, when the maximum current is flowing in-their series circuit, and that the voltage across the coil terminals increases as the plungers rise reduces 'the impedance of the coil. Panel magnetV contact |33 r establishes a kself-holding circuit through jump magnet contacts I6. This insures the full stroke of the jump magnet, even thoughswitch on car contacts |21 open before the stroke is completed. Y A quick acting 'panel-magnet or relay thus becomes the onlyrequisite for practical 'application'of the principle, irrespective of the mass or friction involved in the circuit arranging device. For so low a speed asv100 feet per minuta/the time re- A and the positioning of parte il at the utmost imj `'quired for the elevator car to travel one inch'is A elevators are now operatedas high as 1400 feet Vphoto-cell on the car.

per minute. For low speeds and a small number of stops, I employ a strip of light clock spring as the actuating lever on the car Ifor closing the switch on car contacts and for high speeds or a large number of stops I employ a source of light and a photo-cell in conjunction with an opaque tape. Properly located perforations in this tape;

or light barrier permit the light to pass` through these perforations or windows,` and there is no appreciablertime lag in the functioning of the photo-cell. The vertical length of the windows is made as long as required for the operation of a relay functioned by the photo-cell, but the timingv of the initial passage of the light beam is exact. 'I'he close proximityof the source of light and the photo-cell, and the protectionifrom dust or nlm made possiblelby this construction, insure the emcient and continued uniform functioning of this device, where otherattempts at photo cell operationv have proved unsatisfactory.

When I employ a vertically adJustable suspended f standing tape, IV locate the source of light and When I employ a running tape, kept taut by an idler at the bgttom .of the 'hoistway, Iy conveniently locatethel vertically adjustable sourcel of light and photo-cell `unit at the top 'of the hoistway. In either case, afsingle adjustment adjusts for all landingsfand the' positioning of the controller isin no wise affected. The complete independence between Vhoistway position and` controller or selector position is of great importance. Insofar as the other features of my system are concerned, .the direct or indirect operative influencing of panel magnet |24 by induction, unbalancing of magnetic or electriT calpaths or other means may be employed. but

for simplicity or speed I prefer the two methods.. described. When leither panel magnet; |24 is energized, its four pairs of associated contacts operate in sequence from the bottom up, and when it is de-energized, open in sequence from the top down. Immediately after the self-holding contacts |33 are closed, the self-holding circuit to negative is completedfthrough wire 15, either through Acontacts |21 on the car or through Jump magnet contacts I6 on the controller. If-

contacts |21 open before the drum has completed its stroke, contacts I6 assure that the strokewill' e lbe completed, as the opening of contacts I6 is mechanically dependent upon such completion.

If contacts I6' openbefore contacts |21 open, the lJump magnet |25 remains in raised position until-eontact`s |21 open, but the exact timing of the stop is in no wise affected, as jump magnet contacts |5 open-simultaneously with contacts I6, and the circuit through duplicating magnet coil 82 is thereby opened. As has been explained;

secondary magnet 51 does not drop until the potential switch has opened and car gate switch 84 opens, and delay magnet 14 cannot dropl until secondary magnet 51 has dropped, so duplicating magnet contacts are opened and their car` stopping effect completed before contacts 55 of f tacts 25 to positive.

timeV between reversals.

contact 30 opens only in the event of the closed corresponding direction switch, 94 connects the circuit through the several safety devices to the established combination, 95 connects the arrow lights in the car and at the landings, and 96 energizes the coil of the time element which actu- "ates contacts 63 and 69.

In response to the initial registration of a call, the corresponding floor magnet 35 closes a circuit from negative through contact 38 of gate motor protector, wire 96, floor magnet contact 43, corresponding Y drum finger 91, corresponding directional finger 54, normal limit switch 55, opposite direetion solenoid contact 56, direction solenoid coil 51, contact 6| or resistance 62, time element contact 63, -wire 64 and thermal overload switch contacts and phase reversal switch con- The normally open contacts of the direction solenoid close, the arrows |0| are Y' illumined, close gate magnet |02 is energized and as soon as the closing of the car gate closes gate switch 84, the elevator starts, and accelerates to full speed when accelerating time element contact |03 closes. With but one call registered for the direction of car travel in which the car must travel to respond to that call, the direction solenoid and the duplicating magnet will drop simultaneously. when the call is served. With a'multiplicity of calls registered for the established direction of car travel, the direction solenoid will remain energized until the furthest call is served, and the intervening stops will occur through the actuation of the duplicating magnet.

Direction solenoid contacts 6| and resistances 62 are employed only with alternating current magnets, as they are not required with direct current magnets. A pivoted mechanical butterfly 04`is provided to prevent both direction solenoids from being raised at the same time,

through the interference of the upper extensions, andthe lower extensions insure the last raised direction solenoid rising in the event of currentV time element controlling contact 63, the oppositeV direction solenoid could not be immediately energized. The passenger would enter the car and press the sixth floor button' andthe sixth floor .would be served. In the absence of provision to the contrary, the car would have traveled to the basementand then to the sixth iioor-a distance of .eleven floors instead of the one iioor.

The potential switch controls the starting and -stopping of the elevator motor, and also mechanically actuates the time elements controlling contacts |05 and |03. When it closes, contact |05 opens, and when the potential switch opens,

a time interval elapses before contact |05 closes;

thusdetermining the time which must elapse before another start canoccur. When the potential switch closes, contact |03 closes after the expiration of a time interval; thus determining the action of the accelerator switch. Time element contact `63 opens promptly with the rising of either direction solenoid, but closes only at the expiration of a time period after either direction solenoid has dropped; thus determiningthe A Gate motor protector gate magnet-remaining in energized position for a predetermined period; the equipment being thus protected in thevevent of the car gate being obstructed when attempting to close.

When a direction solenoid drops, it comes to rest on one of the lower projections of buttery |06, whose opposite projection then exerts a horizontal pressure against the washer on the l lower end of the plunger of the opposite solenoid. Its Contact 6| remains closed and all of its other contacts are in normal position. If, when time element contact 63 closes, registered calls inboth directions result in the application of current to both direction solenoid coils simultaneously, the shorter magnetic air gap of the solenoid whose plunger rests on the butterfly projection causes it to rise more quickly than the opposite solenoid and open the circuit to the latters coil, provided direct current solenoids are employed. With a1- ternating current solenoids, the air-gap difference is supplemented by resistance 62 which is short-circuited by contact 6i in the 'caseof the plunger resting on the butterfly projection, but which is not so short-circuited in the circuit to the opposite solenoid. When reversal-takes place, current is applied only to the opposite coil and its plunger rises, and the other plungerdrops to the lowest position. It will be understood that either the shorter air gap or the reduced electrical resistance methody may be employed in conjunction with butterfly ylili! when the direction solenoids are operated by direct current.' When the direction solenoids are operated by alternat ing current, the two methods are used in comi bination. The reason is that with alternating current directed to the two solenoids simultaneously, the electrical impedance of the coil whose` plunger is in lowest position would be lower than that of the coil of the other solenoid and hence, more energizing current would iiow through it, which would tend to defeat the objective. Hence, the electrical resistance is added to counteract this tendency. p

The positive sideof responsive .magnets 5| is permanently connected to wire 60, and the negative side to the negative of the corresponding direction solenoid. Each responsive magnet is therefore energized and de-energized simultaneously with its corresponding' direction solenoid, and its associated contacts will be closed and opened accordingly. Therefore, car push -buttons corresponding with registered intermediate callsfor the established direction of car travel will be illumined immediately, while for the opposite direction, their illumining Will be delayed until reversal takes place. The function of the responsive magnet contacts has been described.'l

Close gate magnet |02 is energized from nega. tive through potential switch back contact |09,

close limit switch |06 of the gate operating de# vice mounted on the car, time element contact |05, vclose gate coil |02, open gate contact |01, direction solenoid contact 94 when either' solenoid is energized, landing door contacts |00, governor switch emergency switch H2, iinal limit ||3, Aopen gate contact H4, wire 64, and thermal overload switch contacts 26 and phase "reversal, switch contacts 25, to positive. Among 'magnets being energized. When close gate magnet |02 is thus energized, its contacts ||1 permit the energizing of close gate magnet |02, its con tacts |I0 short circuit time element contacts |05,

accepts its contacts H8 provide for the energizing of gate motor protector iii and its two upper pairs of contacts provide for the operation of gate motor |22 in the direction necessary to close thecar gate. The car gate starts to close and as it is completing its closing movement, it closes gate switch contacts 84, and the gate operating mechanism moves its associated retiring cam to lock the door of the landing at which the car is at rest and also causes close limit |06 to open. On the closing of door lock contacts 03 and gate switch contacts 00, circuit is completed from negative to the potential switch and one of the direction switches and the .car starts and, on the closing of the potential switch, its back contacts |00 and time element contacts |05 opened, and close gate magnet |02 was de-energized. It will be noted that this (ie-energizing occurs as a result either of the opening of potential switch back contacts |00 or close limit |06, and thelatter is included merely as a convenience in adjustment. Further, it will be noted that the close gate magnet can.- not be again energized until the reopening of the potential switch has released the time' element associated with contacts |05 and allowed these contacts to close at the expiration of the time period.

Close gate contact ||8 energizes gate motor protector |2|, which is dash-pot-retarded inthe opening of contact 38. This isadjusted to afford ample time for the closing of the car gate by gate operating motor |22, which is a torque motor, and when close limit |06 opens the circuit to theclose gate magnet opens, but in the event of obstruction to the car gate, limit |06 does not open, the time period is prolonged and motor protector contact 38 opens, thus dropping the control magnets including the close gate magnet. The above mentioned circuit through contacts H8 may be traced from negative, through contacts H8, gate motor protector coil |2|, wire 60, thermal overload switch contacts 26, phase reversal switch contacts 25 to positive.

'Ihe connections to elevator motor |23 and gate operatingl motor |22 are typical for the starting, stopping and reversing of multi-phase motors and require no explanation. v

When the car is in motion, the car gate is closed. To stop the car, the potentialrswitch opens. Open gate magnet I5 is energized when the potential switch opens, and its 4back contact |09 closes. The energizing circuit may be traced from negative, through potential ,switch back contact |09, gate operating open limit IG-Which closes as the car gate starts to close-close gate contact |I'l, open gate coil H5, wire 64 and thermal overload switch contacts 26 and phase reversal switch contacts 25 to positive. When open gate magnet is thus energized-its contacts |01 prevent the energizing of close gate magnet |02, its contacts ||4 open the safety circuit as ing mechanism allows its associated retiring cam to unlock the door of the landing at which the car has come to rest, and also causes close limit |06 to open. As the car gate is completing its opening movement, the gate operating mechanism causes open limit I6 to open and thus vvcie-energizeopen gate magnet H5. The safety circuit may be traced vfrom positive of transformer 30, .through phase reversal switch contacts 25, thermal overload switch contacts 26, ders may beythus moved in synchronis'm with the wire 84, open gate contact |I4, contacts unal limit I|3, emergency switchl l I2, governor switch III, landing door contacts |08, direction solenoid contacts 94 and 93, potential and direction switches, then to contacts 88 of the delay, secondary and duplicating magnets, and through gate switch 84, landing door lock contacts 83, and wire 15 to negative side of transformer 30. Each landing door contact |08 closes when its separate landing door closesand landing door contact 83 is opened by a normally retired cam on the car which is mechanically actuated by the gate operating mechanism, and which opens the corre-A sponding contact 83 and unlocks the corresponding landing door when the car is at rest at that landing. At all other times, all contacts 83 are closed and all landing doors are locked, and gate switch 84 is closed when the car gate closes.

Governor switch I I is on the car and opens whenv the elevator speed governor functions.

Final limit switch I|3 and up and down normal limit switches' 55 are on the car and are functioned by stationary cams 60, 18, and 8|| in the hoistway as shown in Figure 8.

When normal limit contact 55 opens, corresponding correction switch |34 closes,- at which time corresponding correction finger |35 at the circuit arranging cylinder would normally rest on the insulated part of the cylinder. Should the cylinder be behind position with respect to' the position of the car, finger I 35 would rest on corresponding strip 3, and a proper direction panel magnet energizing circuit would be established from negative, through wire 15,l jump magnet contacts I8 and I4, correction feed ilnger |36, finger |35, correction switch |34, panel magnet coil |24, wire 84, and thermal overload switch contacts4 28 and phase reversal switch contacts 25 to. positive. With the cylinder out of position only one step, the rising of the panel magnet, as

the result of the energizing circuit just described, would energize the corresponding jump magnet, accomplishing the correction and 1bringing correction i'lnger |35 on the insulated part of the If the drum was'not manually reset before placing the elevator back in service, the correction device would automatically do so. vFor industrial purposes, I employ this correction device as a follow-up or step-b'y-step synchronous device to accomplish a similar resultto that accomplished by so-called Selsyn motors. Mountedconcentrically with cylinder I, i apply a rocker, carrying brushes corresponding with correction fingers |35 and |35. When the rocker is moved one way or the other, the cylinder follows the movement in step-by-step jumps until the brushes rest on insulated portions of the cylinder. When the jump magnetl coils of a.'l remote cylinder are connected in series 'qwiththe jump magnet coils of the home station cylinder, both cylinders jump in "s ynchronism. Any number of remote cylinhome station cylinder, or the remote cylinder jump magnet coils may be energized through stationary brushes co-operating with separate contacts mounted on the home station cylinder.

Figs. l5 and 16 illustrate this correcting or synchronizing arrangement; Fig. 15 being a side view and Fig. 16 being a front view and including the electrical connections. One pair of jump magnets. |28 and one pair of panel or repeat magnets |24 are at the home station and one pair of jump magnets |28 with associated contacts and rotatable member yis at each remote station. Rocker 8| pivoted concentrically with shaft 9, but on a separately supported bearing, at the home station, carries brushes |35 normally resting on insulation on the rotatable member, which latter is adapted to be rotated step-by-step in a clockwise or counter-clockwise direction as described in connection with Figs. 1, 2, and 5, and 5a. Finger |38 is always in contact with strip 3. When rocker 8| is moved, one of the ngers |35 connects with strip 3, and the other finger remains on the insulated part of the rotatable member. Current then flows from positive through opposite non-interference contact 88, corresponding panel o'r repeat magnet |24, the contacting finger |35, strip 3, finger |36, and contacts I4 at all stations, to negative. The energized repeat magnet opens its contacts-88 and closes its contacts |28 and |33. Contacts |33 connect through any set of contacts I4, either at the home station or a remote station direct to negative. The closing of contacts |28 energizes the corresponding jump magnet at the home station and at each remote station. The jump magnets may be energized in series or in multiple, but the multiple connection is preferable when alternating current is employed, and is so shown. As each jump magnet starts to rise, it opens its contacts |4. The moment any contacts I4 open, the continued energizing of all energized jump magnets is dependent upon contacts |28 of the energized repeat magnet, which is not de-energized until all energized vjump magnets have completed their upward strokes and opened their contacts I8; when the repeat magnet is de-energized. If finger |38 is still in contact with strip 3, the cycle is repeated. The connections from repeat magnet contacts |28 to all corresponding jump magnets are to that jump magnet of each pair which will cause the corresponding rotatable member to jump one step in the direction in which rocker 8| at the home station was moved. Hence, all rotatable members will jump in unison, in clockwise or in counter-clockwise direction, and, if necessary, will continue to jump in unison, until both fingers |35 at the home station rest on4 insulation. Rocker. 8| may be moved slowly or rapidly, or reversed slowly or rapidly, and all rotatable members will follow. 'I'he movement of each rotatable member is positive and its rotating force is limited only by the eiort 'rexertible by ,its jump magnet. The remoterrotatable members cannot get out of synchronism with the home station rotatable member and the position of any one furnishes information asgto the position of all.

If the desired rotatable range is in excess of about 170 degrees, and not in excess of about 350 degrees, the strip'v t3 contacting surface which accommodates ng'er |36, entirely circles the rotatable member at the home stationand the surf faces which accommodate nngers |35 are stag- 'lol be made, and the provisions for obtaining corresponding movements of any rotatable membermay be understood by reference to Figs. 15, 16,

l and 19, and later description. Operation may be from direction current or from alternating current. The combination of home `station and remote station units is operable with only three common wires from the home 'station to all remote stations by eliminating the wire from-repeat magnet contacts !33 to the remote station contacts It, and by eliminating the wire from home station jump magnet contacts Ill to the remote station contacts it and connecting this wire to negative line at the home station, hut the inclusion of these two common wires as shown, insures against any unit getting out of step, for with them and their associated contacts included, and the repeat magnets energized, either of the opposite repeat magnets cannot rise, and the energized repeat magnet cannot fall until all corresponding jump magnets at the home station and remote stations have completed their upward strokes. After the energizedrepeat magnet has fallen, neither it nor the opposite repeat magnet can rise until all of the raised jump magnets have completed their downward stroke.

'Ihe 1:1 ratio alone meets ordinary reduirements for level stopping at landings, but with wide variations in load in the car, automatic variations in timing the relation between the action of the panel magnet and the corresponding jumpmagnet compensate for variations in speed resulting from changes in load. PThis is accomplished at variable binding posts G3i' shown as normally connected together. in. the circuit leading to panel magnet contact ld.

When employed, this device includes a smallV centrifugal governor, belted or otherwise related to the shaft of the elevator motor, and which po-' sitions a contact connected to one variable binding post 837; the connection between thetwc binding posts being then normally open. A normally free cork-faced clutch is connected to a mechanical movement whichcauses a contact connected to the other binding post i3? to approach the contact connectedto the opposite binding post. Electro-magnetic means, ener#- gized by the same electrical contacting whichenergizes the panel magnet, causes the clutch to engage. The contacts connected to the binding posts ii'l will therefore close earlier at higher speed than at lower speed. Correction for mass is eected by proper proportioning of the levers and their angular relations which move the contact parts. f

Load compensators are in use in which a change in the positioning of stopping contacts is eected by having the weight of the live load in the car cause such change to be made. In such devices, a spring usually intervenes between the car lifting cables 'and the car frame, and the variable compression of this spring due to changes in live load in the car provides the movement for changing the position of an arm on the car which is connected by cablto the stopping contact mechanism at the controller. With my ownl arrangement of switch on car contacts i2?! and by such arm on the car. However, all of these are open to objections. My invention permits of the ready application of a small device to either a new or an old elevator, without special preparation of heavy parts, and permits of adjustments to compensate for varying relations between the high speed' and low speed moving masses in an elevator, Aand orspeed changes due to` variations in line voltage as well as for changes due to variations in live load in the car, as further related to in more detail later.

Figs. rz and. 1e illustrate thi arrangement.V Fig. 18 shows a side view of gear lill and related parts in Fig. 17. Thegovernor shown as revolved by the elevator motor is of a type long used in. connection with-the carburetors of explosive engines. The sleeve at one end of the governor weight links is secured to the governor shaft and the sleeve at the other end may be moved laterally by the centrifugal actionvof the governor weights. Movable with thislatter sleeve is adjustable arm 99 which is adjustably pivoted below the governor and is adjustably connected to raise and lower cross bar it. When used in connection with elevators for which no initiating provision is vmade to slow down before the stopping provision takes effect, I usually so adjust the customary spring and collar on the governor shaft that no movement of arm 9% takes place until the power motor IES has attained .about 75 per cent oi its free running speed. For such elevators, the variations in car speed usually range able insulated electrical4 contact. On the gear,-

is insulated electrical contact i3d. When i3@ touches the electrical .contact on either of the switch arms i3@ or E33, the electrical circuit effect is the same as occurs when the two binding posts of variable i3? in Fig. 5a are electrically connected. The result is that the closing of contacts i2@ of either the up panel magnet or of the down panel magnet ll has no eect upon either of the jump magnets l2@ until the circuit corresponding with variable itl is closed. Hence, even though a xed relation existsbetween the position of the car and the level of the landing at the time that switch on car i2? mechanically con. y

tacts with a hoistway` obstruction-or a panel magnet is energized-any variation in the condl= tion (such as variation in load) which aects the speed of the elevator motor, ls automatically com-4 pensated for to bring about the desired coming to rest of the oor of the car level with the oor of the landing.- For instance, should the elevator be running in the down direction with a heavy load in the car, the elevator motor-and the governor-would be running faster than with a light load in the car; contacts i3@ and i3@ kwould be lower and contact i3@ would make its electrical connection to a jump magnet earlier than it would with a light load in the car rng in the down direction, and there would thus be an o earlier cutting of the current to the elevator moion which meshes with gear I I0. Clutch |42 is normally spring-held in disengaged relation.

'Electro-magnet' |43, when energized, is adapted to move clutch |42 into engaged position. The energizing coil of this magnet may be connected in seri'es with the common connection to the positive side of the two panel magnets |24 in Fig. 5a, which will result in its being energized and deenergized simultaneously with either panel magnet, but especially when alternating current is employed, I prefer to use two magnets |43` and to connect the energizing coil of each in multiple with the energizing coil of a corresponding panel magnet |24.

When the elevator is in motion. cross-bar |00 assumes a position corresponding with the car speed. Pins on the two ends of cross-bar |00 engage with the under edges of the lips of switch arms |30 and |38, and hence determine the position of the switch arm contacts with relation to` |39." In normal operation, magnet |43 is deenergized when corresponding panel magnet |24 is de-energized, and self-centering spring |29 returns gear- ||0 with'pin |39 to normal position. Should` poor adjustment of any part cause switch arm |30 or |38 to .beraised beyond a pre-determined position, it actuates an electrical contact |45; which de-energizes magnet |43 and clutch' |42 becomes disengaged.

As an alternate to the above described load compensator, to meet some requirements, I employ the dynamic braking effect described in my Patent 1,002,233. A small direct currentgenerator whose armature is attached to the shaft of the elevator motor, generates a potentialdependent upon the speed. When stopping, Aback contacts on'the potential switch of the elevator motor connect 'this direct current to one oi.' the phase windings of the multi-phase alternating current elevator motor.. after the alternating current supply has been interrupted. A fixed magnetic i'leld is thus produced in the stator of the elevator motor and,r with a squirrel-cage rotor the dynamic brakingY eiect is complete. The greater the speed, the greater .is the dynamic braking eiect, and as the direct current potential decreases in proportion with the decrease in speed, smooth and uniform stops at floor levels result, irrespective of the load.- 'Ihe dynamic brake is supplemented by a friction brake, which latter holdsthey elevator in stopped position.

- elevator be equipped with a parking device to insure the presence of the car at a specified landing, when not in use. The objections to the customary` arrangement are increase in mileage,

false stops and delay in service. My invention eliminates these objections, and permits of readily applying or eliminating the parking action, or of changing the parking landing at will. Referring to the description of Fig. 14 and to Fig. 5, wire 28 is connected to time element contact 69, and the latter to parking arm 10. Co-operating contacts 19 corresponding with such landings at which parking may be required, are connected to the positive side of their. respective oor magnet coils. When any call is registered, direction solenoid 51 or 58 is in raised position and, consequently, the plunger which actuates time element contacts 63 and 69 is in raised position and contacts 63 and 69 are open. When the plunger descends, contact B3 closes before contact 69 closes and, in the event of reversal of car direction to respond tov a registered call, the.plunger again rises before contact 89 closes. When arm 'I0 is, manually moved to any contact 19, a call registering and cancelling relation is established similar to that which would be established by the manual pressure of the corresponding landing push button,

vbut with thisdiierence: it would have no eifect so long as any call registered from any button at any landingv or -in the car was claiming service.

In addition to the single rotative movement of the circuit-arranging cylinder as described, I may also employ a lateral movement of the cylinder to move the cylinder contacts into contacting relation with one or more additional sets of stationary fingers. With these movements, I

y also employ different colors of illumining for information purposes.

To meet some conditions, I may also 'employ a single rotative movement in conjunction with a sprocket and 'chain to move contacting fingers over stationary contacts on a plane surface.

Referring to the two preceding paragraphs, attention is directed 'to Figs. 19 and 7.

In Fig. 19, there is indicated the substitution of a threaded bearing for the plain bearing I0 shown in Fig. 1. This provides for a lateral movement of shaft 9 and anything secured to it simultaneously with rotative movement, and the width of gear 6 may be made sufllcient to provide full bearing of pawls I2 and detent pin I1 asthe lateral movement takes plac'e. However, for cases in which the number of degrees through which yit is desired to rotate shaft 9 is in excess of the V them in separate vertical alignments. In cheet,

I place a complete circle of gear teeth co-operating with up pawl I2, a complete circle of teeth cooperating with down pawl `I2 and a complete circle of detent dwells 2|all vshown in Fig. 2 in three separate vertical alignments, and secure them to shaft 9, ormount them on a sleeve which is feathered on shaft 9 and which sleeve is restrained from lateral `movement by stationary shoulders bearing against each side vof the sleeve. 'I'he co-operating pawls I2, hooks I3 and detent pin |1,'are positioned to correspond. Provision is thus made for rotating shaft 9 and anything rotatably related to it through any number oi degrees or any number of revolutions. When both rotative and lateral travel of shaft 9 is desired, the shaft is provided with a threaded bearing and the mounting of the teeth and dwells ls without lateral travel, but to provide alateral as well as a rotative contacting path, guides on a swiveled contacting finger mechanically maintain its contact with a helically disposed Contactin path on the rotatable member. y

Fig. 7 shows a sprocket ldd secured to or feathered on shaft 9. M5 is a chain meshing with this sprocket and attached to the equivalentoi plane surface and contacts as developed kin Fig. 4. it and 20 represent the equivalent of the lines of contacts shown in Figs. 1 and 2. The plane surface may be moved any vertical distance by the rotary movement of shaft 9. If shaft 9 has only a rotative movement, sprocket Mid is ser cured to shaft 9. If shaft 9 has both a rotative les and a lateral movement, sprocket ldd is feathered on shaft 9, and stationary side-bearings are provided tov hold it in vertical alignment. Thus, with provision available for any amount of rotative or lateral movement, or a combination of4 both, it is evident that a step-by-step auxiliary contacting device, mechanically related to be moved at each revolution or part of a revolution of the circuit arranging member may be arranged to transfer its electrical connections to said circuit arranging member to be integrated by it, section by section. Y

Analysis of the foregoing specification when considered with relation to the means now available for effecting an electric contact `through the manifestation of practically any phenomena,

makes clear that my invention renders practical operation of remotely located mechanism, which.

comprises a rotatable member having electrical contact and insulating surfaces thereon, a multiplicity of contact lingers engaging said contacts and insulating surfaces, electro-magnet and switch members electrically connected with the contact ngers and with the remotelylocated mechanism, a ratchet gear to rotate the rotatable member and pawls engageable therewith to rotate same in either a clockwise or a counterclockwise direction, electro-magnets to actuate each of said pawls and means cooperating with said lpawls to prevent any over-throw Vof the ratchet gear upon each movement thereof, including a (restraining hook for each pawl fulcrurned to swing a hook into engagement with a ratchet gear tooth on the opposite side of the gear from that engaged by the pawl, and thereby provide accurate settings whenarranging any one of a number of circuit combinations to con lets simultaneously, whereby is ire-established.

3. In an automatic elevator car control system, two electro-magnet members establishing the direction of up or down car travel and mechanical means associated with said electro-magnet members and providing for the continuation of the last established direction of travel in the event that the established electro-magnet means has been dia-energized and both electro-magnetic means have been later simultaneously energized at the expiration of a pre-determined time period.

4. 1n an automatic elevator car control system, the combination of a circuit arranging device and means for establishing Aa direction of car travel and for providing' selectively for stops in the established direction of travel, for uniform stopping for calls in said established direction as compared with a furthest call for the opposite direction irrespective of .the sequence in which calls are placed and for holding calls until served, which means includes a delay magnet for selective control, a duplicating magnet for interrupt- .ing the elevator motorioperating circuit and a secondary magnet to provide against interference.

5. In an automatic elevator car control system, the combination of a circuit arranging device and means for establishing a direction of car travel and for providing selectively for stops in the established direction of travel for uniform stopping for calls in said established direction ascompared with a furthest call for the opposite direction, irrespective of the sequence in 4which calls are placed and for holding calls until served, which means includes a' delay magnet for selective control, a -duplicating magnet for interrupting the elevator motor operating circuit and a secondary magnet to provide against interference, and a mechanical member co-operating with said delay magnetto prevent the armature of same from dropping until after the secondary magnet is cie-energized.

6. A means for controlling the separate energization of a pair ofsolenoids comprising a pivotally mounted mechanical member adapted to be engaged by plungers within the solenoids, whereby the solenoid last energized, when 2de-energized, will again be energized in advance of the other in the event of current being applied to both solenoids simultaneously.

7. In an elevator car control system, the ccmbination with a rotatable circuit arranging device and electro-magnet and switch members cooperating therewith, oi a correcting or synchronizing means comprising a correcting switch which is closed by the car movement when attaining a pre-determined position in conjunction with a repeat switch member adapt to cause the lcircuit arranging device to be rotated step by step the desired number gli times to set same in proper relation to the carposition.

8. Two electro- =-..;ets, m 'to separately energize .each magnet, and means to actuate the .last energized magnet to the exclusion of the lother magnet when current is directed to both magnets simultaneo.

9. In an automatic elevator car control system, an electrical means for controlling the direction of car travel comprising an up directional magnet and a down directional magnet, an electrical resistance associated with each magnet, means to automatically reduce the eect ofthe electrical resistance associated with the last energized magnet to thereby actuate said last ener-I gized :at ahead of the other magnet when a 

